Dashpot-controlled air valve for internal-combustion engines



am, 19250 155mm W. A. EDWARD DASHPOT CONTROLLED @IR VAJJVE FOR INTERNAL COMBUSTION ENGINES Film Sept 13,

Patented Oct. 20, 1925.

UNITED STATES WILLIAM A. nnwaans, or onIcAeo, ILLINOIS.

nAsHror-coNTnoLLEnAIn .VALVE FOR rnrnnnnnooarnusgrron nner'nns.

Application filed September 13', 1928. Serial 110. 882,583.

To all whom itmay' conccm v Be it known that I, VVILLIAM A. El)- WARDs, a citizen of the UnitedStates, having residence at Chicago, in the county of Cookand State, of Illinois, have invented certain new and useful I Improvements in Dashpot-Con'trolled Air -Valves, for Inter-' rial-Combustion Engines, of wliich the following is a specification, reference being had to the accompanying drawings, forming a part thereof;

,The purpose of this invention is to provide an improved construction of yieldingly-seated valve, adapted to be opened by the suction of an engine for admitting air for the fuel mixture. It consists in the elements and features ot'xconstruction shown and described, as indicated in the claims.

The drawing is a sectional elevation of the fuel mixture conduit including fuel connections leading from the supply tank.

In the drawings the feature constituting this invention is shown applied to a fuel mixture conduit of the character and arranged in relation to theengine and fuel supply tank,in accordance with the invention-shown in my Patent No. 1,437,048, dated November 28,- 1922, but it should be understood that the present invention is not limited to use inconjunction withsuch an air conduit or in the particular situation relatively to the air conduit and the mixing devices which it sustains when associated with the particular air conduit and mixer of my said patent; but, on the contrary, it is designed and adapted to be applied to and co-operate with any air conduit for supplying air for the fuel mixture in an internal combustion engine or any like situa tion.

In the drawings-A represents the main fuel tank; B the air conduit leading to the engine intake indicated at C. D is the'tuel conduit dischargingin the air conduit for intermixturc of the liquid-fuel and air. In the particular construction shown there is a limited air inlet at c for admixture of a limited quantity of air with the fuel delivered' in the venturi, C in which the fuel nozzle, d, discharges. Thelnain air supply, however, for the fuel mixture is admitted past'the valve, E, which is normally held yieldingly seated by the springs, F, and adapted to be opened by the engine suction for taking in the air and fuel charge. In the absence of. provisions to the contrary, a

splin -seated air intake valve such as thus far described, is liable to be opened excessively by the sudden access of suction, by reason of the inertia of the valvewhich upon being pulled from its seat by the sudden suction tends to compress'the spring by which t is seated to a greater degree than the degree of suction, if applied'gradually, would be able to compress the spring; and for this reason when the engine is'operating at high speed causing the suction to operate with a sudden pull upon the valve, the valve" is opened more widely than it would be opened bylthe same suction, if the engine were; running more slowly. This variation in air access for the fuel mixture, disproportionate to the air requirements at the different engine speeds, it is the purpose of this invention to prevent. For this purpose the spring-seated air valve is connected with a dash-pot device which retards the opening movement, tending to conserve the force of the suction by which the opening of the valve is caused and prevent the inertia of the valve from causing it t0 be opened except in strict accordance wlth the degree of the suction. The construction for this purpose will now be described in detail.

The valve, E, is a piston slide valve cylindrical in form and obtaining its slide'seat in a sleeve, G, suspended or carried by its upper end from the upper end of the cylindrical housing member, H, -Whose open lower end is connected for opening into the air conduit, B; At the lower open end of the housing, H, there is mounted a spider, H which at it, affords a guide bearing at its center for the stem, E of the valve, E. The spring, F, coiled around the stem, E reacts at its upper end against the head of the piston valve, E, and at the lower end against the spider mentioned, tending to uphold the valve to the position shown in full line in the drawing at which the said valveis seated, closing the ports, 9, g, in the cylindrical seat, G, and thereby adapted to uncover said ports proportionately to the sliding movement of the valve a inst the yielding resistance of the spring. he ports, 9, are narrow relatively to the total periphcry of the valve,that is, the extent of the seating of the valve transversely to the direction of its opening movement, so that in comparison with a disk valve or valve in any form opening at its entire periphery,

the amount of movement which the valve must make for maximum opening is relatively large. -As illustrated, the ports, g, occupy about one-half the circumference of the valve and its seat. The valve seat, G, is, as stated, carried by the upper end of the housing, H, but this up er end is not integral with the said houslng, but is, in fact, the lower'end of the dash pot chamber, K, which is cylindrical and has its lower end screwed into the upper end of the housing, H, to form the head of the latter. This lower end, K, of the dash potchamber has a central opening from whose margin the valve seat, (in, depends, being conveniently.

formed integrally Withsaid lower end of the dash pot chamber, K. The valve, E, hasan upwardly-extendingstem, E axial with respect to the dash-pot chamber, K, andcarrying rigidly at its upper end the dash-pot piston member, K The upper end of the dash-pot-chamber,K, is closed by the screwed-on cap, K

7 The dash-pot chamber, K, has a mult1- plicity of lateral apertures, 70, and is provided with an exterior valve sleeve, L, hav-' ing apertures adapted toregister with the apertures, 70, and intervening areas adapted to close said apertures upon rotation of the valve sleeve for which the handle, L is provided;

Upon consideration of the foregoing structure, it will be understood that upon suction operating for retracting the valve,

E, to uncover the ports, 9, such movement of the valve will be impeded by the fact that any movement of the valve must be accompanied by equal movement of the piston member, K, of the dash-pot, and that such movement of said piston member will produce a vacuum above it in'the dashot chamber And it will be understood hat the degree ofimpedance will depend. u on the snugness of fit of-the piston mem er, K, in the cylindrical dash-potrchamber, and that said movement will be more or less free accordin to the air leakage, past the piston, K K suffioieht relief for permitting the necessary or desirable movement. of the dash-pot piston is afl'orded'by making said piston for ordinarily close'and ordinarily free sliding fitin the cylinder; that is, the air leakage past it will be sufiicient when the piston is apparently, to the eye, close fitted. The actual air leakage is exaggerated in the drawings by being shown visieaner/4;

screw, K, more .or less into and through this boss, the impedance to air leakage may be varied and the device'adjusted for the desired degree of retardment of the opening movement of the valve,-E. It will be understood from the foregoingdescription and from the drawings that the course of'tlie air admitted'past said valve is, in through the apertures, 70, in the dash-pot chamber wall, thence down through the sleeve valve seat, G, and over-the top of the valve and out through the apertures, g, to the extent to which they are uncovered by t-hedepressionof the valve, and thence down outside the sleeve valve seat and past the lower, end of the same which stops short ofthe spider, H and out through the open lower end of the fitting, H, into the airconduit.

I claim I 1;. In a fuel feeding device for internal combustion engines in combination with a by one end ofsaid chamber and ter1ninat-' ing short of the otherend, said chamber being mounted by said other end on the conduit for communication therewith.

2. Ina fuel feeding device for internal combustion engine in combination, with a conduit through which air for fuel admixturev is drawn by the engine suction, a valve controlling atmosphere access to said conduit, a' dash-pot device connected with the valve for retarding its opening, the valve being a piston and the slide seat a cylinder having lateral ports; a chamber which encloses said cylinder, the latter being carried Hit) by one end of said chamber and terminating short of the other end, said chamber being mounted by said other end on the conduit for communication therewith, the dash-p ot device "consisting' of a cylinder co-axial with the piston valve closed at one end; a piston reciprocating insaid cylinder carried by the piston valve in the opening movement of the latter, said piston being constructed and fitting in said c linder for limited air leakage past the,p1ston in its stroke with the opening movement of the valve.

3. In a fuel feeding device for internal comb stion en ine in combination with a conduit throng which air for fuel admixture is drawn by the engine suction, a valve controlling atmosphere access to said conduct, a dash-pot device connected with the valve for retarding its openin the valvebeing a piston valve and its sli e seat a cylinder having lateral ports; a cylindrical chamher which encloses said cylinder, the'l atter being carried by one-end of said cylindrical chamber and terminating shortof the other end, a spider mounted at said other end, anda spring reacting between said spider and the valve, said chamber being adapted at its open'end 'for coupling onto the conduit for atmospheric inlet thereto.

4. In a fuel feeding device for internal combustion en ine in combination with a ber, screwed onto the end of the first mentioned cylindrical chamber and forming the head of the latter byavhich the cylindrical valve seat is carried, the valve having a stem extending axially in said second cylindrical chamber and the piston carried bysaid stem, said second chamber and piston constituting the dash-pot.

5. In a fuel feeding device for internal combustion engine in combinatlon With acondu1t through which air for fuel admixture is drawn by the engine suction, a valve controlling atmosphere access to said conduit, a dash-pot device connected with' the valve for retarding its opening, the valve being a piston valve and the slide seat a cylinder having lateral ports, a cylindrical chamher which encloses said cylinder, the latter being carried-by one end of said cylindrical chamber and terminating slmrt of the other end, said other end being open and adapted for mounting on the conduit for communication therewith a second cylindrical chamber, screwed onto the end of the first mentioned cylindrical chamber and formin the head of the latter bywhich the cylin rical valve seat is carried, the valve having a stem extending axially in said second cylindrical chamber and a piston carried by said stem, said second chamber and piston constituting the dash-pot, said dash-pot chamber having a closure for the upper end and being laterally apertured at a portion of its length, said apertures commencing at a distance from the closed end; whereby the retarding chamber of the dashot is formed between said closed end and t e proximate ends of said aperture and the apertures afford access for. atmosphere to the valve chamber and ast the valve to the conduit.

6. In a fue feeding. device for internal 4 combustion engine in combination with a conduit through which air for fuel admix ture isdrawn by the enginesuction, a valve controlling atmosphere access to said conduit, a dash-pot device connected with the valve for retarding its opening, the valve bev inga piston valve and the slide seat a cylinder having lateral ports, a cylindrical cham her which encloses said cylinder, the latter being carried by one end of said cylindrical chamber, the latter being at the other end and adapted. for, mounting on the conduit for communication therewith; a second cylindrical chamber, screwed on to the end of the first mentioned cylindrical chamber and forming the head of the latter by which the cylindrical, valve seat is carried, the

valve having a stem extending axially in saidcylindrical chamber and a piston carried by said stem, said second chamberand piston constituting the dash-pot, said dashpct having a closure for the upper end and being laterallyapertured at a portion of its length, said apertures commencing at a distance from the closed end, and a valve member mounted on the dash-pot for closing said apertures more or less at will.

7. In a fuel feeding device for internal combustion engine in combination with a conduit through which air for fuel admixture is drawn by the engine suction, a valve controlling atmosphere access to said conduit, a. dash-pot device connected with the valve for retarding its opening, the valve being a piston valve and the slide seat a cylinder having lateral ports, a cylindrical chamher which encloses said cylinder, the latter being carried by one end of'said cylindrical chamber and terminating short of the other end, said other end bein open and adapted for mounting on the con 'uit forcommunication therewith a second cylindrical chainber, screwed onto the end of the first mentioned cylindrical chamber and forming the head of the latter by which the cylindrical valve seat is carried, the valve having a stem extending axially in said second cylindricalchamber and apiston carried by said stem,

said second chamber and piston constitutihg the dash-pot, said dash-pot chamber having a. closure for theupper end and being laterally apertured at a portion of its length, said apertures commencing at a :distance from the closed end; and a sleeve rotatable on the apertured dash-pot wall and apertured for registration of its apertures with the-dashpot apertures and adapted to close the latter more or less by angular adjustment about the dash-pot. I

In testimony whereof, I have hereunto set my hand at Chicago, Illinois, this 10th day of September, 192

WM. A. EDWARDS. 

